Automatic pneumatic semaphore and train-stop mechanism.



F. DL BOBB'.

AUTOMATIC PNEUMATIC SEMAPHORE AND TRAIN STOP MECHANISM.

ARPLICATION FILED JUNE 18. IBM. 1,302,711. Patented May 6, 1919.

3 SHEETS-SHEET I.

me Nomus u.. snow-urns" WAsnnvcroN. n. c.

. I DLR B AUTOMATIC PNEUMATIC SEMAPHORE AND .mAm STOP macm an'uealuz Patented May 6, 1919.

, a SHEETS-SHEET 2.

APPLICATION FILED JUNE 18. I911.

m? E. it?

F. 'D. R0"BB;. AUTOMATIC PNEUMATIC SEMAFHORE ANDTRAIN STOP MECHANISM.

APPLICATION FiLED JUNE i8. 191].

guiutncgi ms Norm/s PETERS ca.. Pnnmuma. wasmuamu. n. c.

v U N rrnn SATES PATENT OFFICE.

ram: 1). ROBB,'OF;DOTHA1\T, ALABAMA, AssieMonoFonn-nALF T0 BENJAMIN a.

PILCHER, or DOTHAN, ALABAMA.

AUTOMATIC PN'EUMATTEC SEMAPHORE AN D TRAIN-STD? MECHANISM.

Specification of Letters Patent.

Patented May 6, 1919.

Application filed June 18, 1917.. Seria1No. 175,474.

To all whom it may concern Be 1t known that I, Flinn D. Roee,a c1t1- zen of the Un ted States,res d111g at Dothan,

in the county of Houston and State of Ala bama, have invented certain new and useful Improvements in Automatic Pneumatic systems and more particularlyrelates to an automatic train controlled pneumatic system including a main service air pipe and blocks with semaphores and train stop mech anism. a p I It is one of the objects of the present in.- vention to provide train controlled pneumatic mechanism for setting block signals and controlling train stops in coordination with the setting of the block signals or the reversing of the block signals to indicate a clear track. It is a further object of the present invention to provide train controlled automatic pneumatic system involving a main air trunkline orservice pipe whereby semaphore signals train stopping devices and grade crossing gates may be automatically set by anapproaching train or other vehicle on the track. It is another ob ject of the present invention to providein rombination with a continuous air service line a group of blocks and a valve organization capable of being operated by a train or vehicle moving in either direction along the track so that given semaphoremay be set by one actuation of the valveorganization when the train or vehicle is moving in one direction and another set of semaphores properly adjusted when a train or vehicle is moving in the opposite direction. A A further object of the present invention is to provide for the setting of a plurality of semaphores in proper time by the utilization of a single block air line and thereby to prevent the operation of other than the proper semaphores the operation of which is necessary for the giving of a predetermined signal.

With the above and other objects in view as will be clear to those skilled in the art there is illustratec l in the accompanying drawings and described in the body of the specification, one embodiment of the invention in which drawing,

Figure. l illustrates in perspective, a sec tion of a track with its associated block signals and train stop mechanism and showing a sectionof the main service line which is extended throughout the track way and is shown as further described in connection with track crossings and grade crossings, and appropriate signal mechanism relative thereto;

Fig. 2 is. a perspective view of a section of the track illustrating a grade crossing havmg gates operatively. controlled through the mechanism connected to the main service line;

Fig. 3 is a perspectiveview showing a section of the railway system illustrating cross- 111g tracks on the same grade with appro priate semaphore mechanism connected to the main serviceline, also showing the train stop,

is a vertical central longitudinal sectlon 1n partial elevation of the valve organization for controlling the operation of a g ven slgnalmechanism the parts being in thelr normal positions; and A .Fig. 5 is a similar view with the arts being illustrated in the depressed position per; mltting the operation of the service cock to supply air to a block pipe;

6 I ig. 6 is a cross section on Fig. i at line Fig. 7 is a detail sectional view of the signal or semaphore actuating motor.

F1gn8is a detail sectional view of a form of check valve for controllin the direction of flow of fluid to the semap lore operating motor; a

Fig. 9 is a detail sectional view of the main air supply cook; and

Tiig. lOis a detail sectional view of the train stop or brakethrowing device.

Whilethe invention as. herein illustrated is shown as applied to a single line railroad track 2, it is obvious that the block and stop mechanism is readily applicable to a multiple track system. For the purpose of controlling the movement of trains in either direction along the track 2 suitable semaphores are indicated as mounted upon poles which are grouped or arranged in respective right hand and left hand organization so thatthe engineers on vehicles proceeding in hand but it is possible that instead of using lines of right hand poles 3 and left hand poles 4 forinstance, thesemaphores may be mounted upon a single line of poles on'either side of the track to give the desired control of the train in either direction along the track. Trains running inthe direction'ofthe arrow B will read semaphores marked 55- whiletrai'ns running in the direction of the arrow Lwill read semaphores 6-6 and the trains. running in either direction are adapted to'operatea valve organization tojbe described more fully hereinafter and each of which involves a cock lever 7 which is adapted to open communication from a mainservice'air line 8 which is adapted to carrypressure of suitable degree this latter being connected byQa plurality of branch pipes 9 each of which is connected to the valve casing 10 so that when the 'lever 7 thereof is thrown as indicated by the arrow 1 for instance, then air under high pressure is led through a cross'pipe 11 to a block air line' 12 which is branched'at 13 and extends up a pole 4 to the lower end of a cylinder 14 which extends up the next pole 4 in advance of the movement offthe train this pipe 17 connecting to' the respective cylinder 14' so as to discharge airinto the upper'end thereof' and cause the piston 15 therein to move downwardly and swing the semaphore 6 to a horizontal or stop position. In this manner as the train leaves one semaphore 6 it takes the semaphore down and at the same time sets up the next semaphore 6 in advance position in the line of movement of the train against an engineer who may be coming toward the train which hasset the signals.

In order to protect the rear of the train as this moves past a'semaphore station it engages a second v'alve'organization having a cock lever 7 Fig. 1 which is thrown down and opens communication through the valve casing 10 to a rear block signal line 25 which is connected at the adjacent post 3 to a branch 26 extending up the post so that the air under pressure is delivered into the cylinder 14 to press a piston 15 therein downward and swing the semaphore arm 5 to a horizontal or stop signaling position as the train moves into the block'and at the same time pressure is permitted to'pass back alon the block pipe line 25 to pass up a pipe 2 at the next post from the rear, the pressure acting on the lower side of the piston 15 to swing the respective semaphore 5 down. In this way the rear of the train is protected by one semaphore 5 and the front of the train isprotected by a semaphore 6 against an oncoming train.

To provide for the reverse control of the right and left hand semaphores 5 and 6 so that a train moving in the direction of arrow L may properly set the semaphores 6 on his right hand to protect the rear of his train and to properly set the semaphores 5 to protect the front of a train the valve organization within the casing 10 is such that when the air service cock lever 7 is thrown as indicated at the arrow Z Fig. 1 air is'applied under high pressure from the main feed line 8 into a pipe line 25 extending along the track and which is connected to a branch 28 extending up the adjacent pole 3 so that the adjacent semaphore 5 is takendown by the pressure of the air against the lower side of the piston 15 while at the same time air is conducted forwardly in thep'ipe 25 and connects with the p'ipe'26 ,of the next semaphore post in advance of the movement of the train whereby pressure is applied to the top of the piston 15 and its semaphore 5 is set in blocking position against an oncoming train. In throwing the lever 7 at the position 1, Fig. 1, the train moving'in the direc tion of the arrow L next moves past the adjacent semaphores and engages and throws a lever at 1 the function of which isto connect the high pressure main line pipe 8' with a cross connection 30 Fig. 1 which taps into the block line 12 and from which pressure will fiow therein to the adjacent branch 13 which" extends up the post 4 and sets the semaphore arm 6"to a block position pressure also extending rearwardly throughpipe 12 to the branch 13which extends'up thenext post 4 in the rear of then'loving train to take down the respective semaphore. I

It is one of the important features of the present invention to prevent the'flow of the air under pressure beyond predeterininer'l points in the block air lines and to secure this effective control there is illustrated in Fig. 8, at 35 a suitable check \"alfie which will be disposed at joints in the blockpipe lines at each of the transverse connections 30 and 11 with the respective pipes 13. 17 26 and 28 so that air will be preventedfrom flowing beyond the check valves when moving in given directions to create pressure in the pipes.

Another important object of the invention is to provide train stop means automatically operated simultaneously with the setting in the danger or stop position of any semaphore arm 5 or 6 against atrain. To that end there is connected to those pipes 13 and 17 and 28 and 26, which control, the raising and lowering of the 'arm re1pectively, a pneumatically actuated stoppingdevice comprising as shown in Fig..10, a plunger 36 having an upwardly extending arm and a piston 37 the latterbeingmounted in a cylinder 38 having means for connecting at its lower enda pipe for the admission of air to the cylinder 38 and which pipe is connected to those of the semaphore setting pipes of the system so that when the semaphore arm is to be elevated then pres sure acts on the piston 37 to cause this to be elevated and project the plunger36 into operative position so that itwill engage any suitable element as a lever indicated at 48 connected to the pneumatic air brake system on the moving train. To secure the down ward movement of the train stopping device 36, there may be connected to the cylinder 88 one of the pipes as 13 or 28 so that pressure when lowering a semaphore arm will. be conducted to the upper part of the caring 38 and thus cause the downward move ment of the piston 37 and its plunger 86.

The detail construction of the valve organization is clearly illustrated in Figs. 4:, 5 and 6 in which the casing 10 is shown as in the form of an integral casting adapted to be bolted or otherwise suit-ably securedto one of the trackrails T and. is provided atits central portion with an inlet 50 towhich may be connected a branch pipe 9 from the main feed line 8 or preferably from a receiver or tank 8 introduced in the main feed line for the purpose of providing a reservoir for the compressed air immediately adjacent to the supply branches 9 in the system. The

flow of compressed air through the duct 50 I is controlled through a supply cock 7to which the lever 7 is connected. This supply pipe controls flow to diametricallyoppositeports 51, 52, which register with respective.- ports 53 formed diametrically through antomatic cut-oil valves 54 which aremounted in the respective chambers 54 and arenor inally pressed downward through suitable springs 56. The ends of ports 53 in the automatic cut-off valves 5-1 are adapted to be brought into registration through respective passages 55 with ducts 55 formed in the periphery of automatic block throttle valves 56 which are mounted in respective chambers 57 and which are suitably connected by shanks or stems 58 to a superposed head plate 59 which is mounted in the valve casing 10 for vertical movement relative thereto when it is engaged by the wheel of a vehicle running on the track T. When the head plate 59 is depressed the piston valves 56 are forced downwardly in their respective chambers 57 so that the ducts are brought into registration with ports 55 formed in the casing between the chambers 55 and 57 on each side of the supply cock 7'. The result of this is tobring the ducts 51, 53, 55 and 55 on both sides otthe cock semaphore operating motors.

into registration and the upper end 01' the lever 7 wasleitexposed by the down ward movement ofthe head 59 this lever will be engaged by the wheel running over the head and tilted to the position indicated in Fig. 5 whereby air will be permitted to flow past the cock 7". into the registering ducts and around in registered piston port 55' Fig. 5 this port being adapted tocommunicate withan outlet formed in the outside wall otthe casing 10 ina position metrical with the outlet indicated at 60 Fig. 5 the air passing down through the outlet 60 toa passageway 61 and thence upthrough duct 62 where it reacts upon the lower side of the piston 54; and this is lifted by the air pressure when reaction through the semaphore block mechanism is suflicient to overcome the pressure of the spring 56; it being understood that air passes from the duct 61. outwardly through a pipe as 30 connected thereto and which leads to one of the Upon upward movement ofthe pistonvalve 5st, it carries a duct or port63 into registration with a port 64 in the adjacent wall of the casing and which communicates with a port 65 (Figs. 5 and 6) formed in the adjacent portion of the throttle valve 56. Air pressure accumulating beneath the piston 56 reacts thereon and passes through a connectingport or passageway 66 tothe other side of the valve casingwhere it reacts simultaneously onjthe other piston 56 and thereby the pistons with the valve head 59 are caused to be returned to the normal. uppen most positions. As soon as this upward movement of the depressed pistons 54 starts the ports 53 thereof are carried out of alinement with the supply ports 51 and 52 so that air from the main line is cut oii in its flow to the ports 55 on either side as the case may be, and as that pressure increases in the line the pistons 54 move up so that one of them which; is in operation uncovers a relietvent70 arranged respective thereto in the wall of the casing 10 whereupon the pressure is permitted to fall in the duct -62 which connects with the blockbperating pipe line to a suflicient degree as is determined by the strength of the spring 56 \vhiclicauses the valve 54: to be returned to its lower position still holding in the block line pipe the desired minimum pressure.

. For thepurpose otpreventing undue back pressure andtendency of the throttle valves 56 to rebound owing to air cushion therebelow, these valves are provided with relief ports 71 adapted to register with ports 72 whichlead into chambers 73 at each end of the valve casiiigand in which the air escaping from below the pistons 56is trapped while the pistons are down but upon the up ward movement of these pistons the orts 72 are covered and. ports 74. inthe walls of the chambers 73 are brought into register with vent ports, 7 5 in the pistons when these latter are 1n their upper most positions thus exhausting the chambers 73 through the tops of the pistons.

In order to'prevent objectsfrom falling through the aperture provided in the head plate 59 to receive the cock lever 7 the latter is extended through a guard plate80which is slidably mounted in a recess 81 formed in the valve head 59. It is desirable that the valve lever 7-.be maintained in a neutral position to .cut 01f flow to theports 514- and 52 of the valvecasing awhentthe valve head 59 is in its upperposition and. to positively prevent accidental or mischievous m ovementof the lever, and this is accomplished through a suitable link train or other appropriate means connected to or controlled by the valve. head 59sothat when the latter is depressedithe lever -7 :is relatively unlocked and when the valve head 59 is in elevated position it is again locked. A suitable means for accomplishing this is illustrated as comprising a pair of locking levers 83 which are connected respectively to links 84 these in turn beingv connected to crank arms 85 whichare :pivoted on the top of the valve casing the :cranks 85 being connected .by links 86 to thGfbOttOlIlOf the valve head 59 in such mannerithat when the latter is depressed, the levers or cranks 83 are both moved away from-the lever arm 7 to permit its subsequent and yielding movement by engagement with a car or engine wheel. Upon return movement of the valve head 59 the locking levers 83 are again thrownagainst the lever 7 to move this to the normal vertical position and lock'it.

.As shown in Fig. 2, the air main 8 is adapted to be connected to controlling valves as above described which in turn are adapted to, control the operation of grade crossing gates-G when the track 2 is disposed on the level of a road or highway or street, in this instance the valve organization being connected through a suitable pneumatic motor to which fluid pressure may be supplied by theactuation of the valves, disposed at suitable distances from the grade-crossing, by contact with the valve of trains or vehicles moving on the track and approaching the grade crossing.

My present invention further contemplates the-utilization of the pneumatic system for the-'setting -of semaphores at railroad crossingsto prevent collision of trains operating over the crossing tracks and this is illustrated in Fig. 8 in which instance the crosing. tracks 2, 2 are each connected to the mainfeed line 8 and by providing at suitable positions back on each line from the point oferossingeontrol valves as heretofore described then a train first reaching one of the'control valves on this line moving toward the crossing aetuates the valve and through a connecting pipe extended across the field or the low ground to the opposite and crossing track may set a stop semaphore thereat and prevent operation of other trains by the interposition of the blocking plunger 36 which will engage a valve lever of the train air brake line.

While any suitable form of valve may be utilized for controlling the direction of flow in a common block line so that a semaphore arm may be raised or lowered as desired, there is illustrated in Fig. 8, one form of a check valve comprising a piston 90 arranged in a casing at the foot of one of the pipes extending up the post to a semaphore motor and controlling flow of air through the block pipe 12 for instance. The piston valve 90 is of such proportion and design as to provide a wall 91 on one side to prevent the How of air continuously through the pipe 12 and formingat its opposite side a side duct opening 92 allowing for the flow of air from that section of pipe 12 thereadjacent to permit air to flow up the pipe 13. The lower end of the piston valve 90 is open to a connecting pipe 11 and has at one side a port 93 which when the piston valve 90 is shoved upwardly by air pressure in the pipe 11 opens con'lmunication to the right hand side oil the pipe 12, Fig. 8, while the opposite wall of the valve 90 closes communication on the left hand side. When the valve is in the upper position, air is permitted to pass from the pipe 11 into the pipe 13 through means of a yielding check valve 94 mounted in the sliding valve 90, this check valve being designed to prevent the passage of air from the upper end of the check valve 90 downwardly toward and through the port 93. Obviously this type of valve would be so set or arranged in its respective pipings as to control the flow of air in a direction required to govern the operation of a respective semaphore.

From the foregoing it will be seen that I have provided a train control valve mechanism which is automatically reset to a normal position and substantially locked therein, by the normal working pressure in the semaphore controlling line which is maintained for instance, at a degree of seventyfive pounds by the relief pistons 54 in their operations. This pressure of seventy-five pounds works upwardly against the bottoms of the pistons 56 which sustains the head block 59 of the Val"6 in uppermost normal position and at the same time locks the lever 7 of the main supply cock 7 in vertical position and prevents it from being tampered with, through means of the looking levers 83.

While the pressure on each side of the pistons in the semaphore operating motors is substantially equalized the semaphore arms may be prevented from accidental movement either by friction of the piston in its cy1inder,or by any other suitable and simple device, as for instance a spring or brake member so disposed with relation to the semaphore arm to. automatically, temporarily lock it in its desired upper or lower position. i

Briefly the operation of the system is as follows: Air pressure being maintained in the trunk line 8, which is connected to the main cock 7 b of each semaphore, if the lever 7 of a cock is thrown in the directionof arrow 1- Fig. 1 air will pass through the spring pressed cut-off valve 54 on one side.

of the cock, thence through the lateral port 55 in the respective and depressed piston valve 56, to port 60 and by pipe 11. to a branch valve 35 at the joint of pipe 13 and forward pipe 12. The valve 96 rises and delivers to forward pipe 12 to put up the next front semaphore 6, and to pipe 13 of the adjacent semaphore to take it ddwn. Meanwhile valve 35 prevents flow rearf wardly in line 12. When the pressurein this related group is equalized the cut-off valve is lifted against its spring 56' (Fig. 5) and the head 59 restored by pistons 56. This cycle is repeated as to every coordinate pair of semaphoresas the vehicle trips the various levers 7 in its path in either direc tion of travel. Thus having set the next advance signals by tripping lever 7 at 7 then as the actuating vehiclepasses an ad jacent semaphore a lever 7" is tripped and pressure is admitted by the respective valve set to branch valve 35 thence up pipe 26 to set signal 5 and back through pipe 25 to take down the next rear semaphore (not shown).

Each main cock is related to a trio of semaphores namely the one adjacent, and

the next nearest along the track in either direction so that a vehicle moving in one direction sets (up and down) onepair and when moving in the other direction sets (up and down) another pair of which that semaphore adjacent to the main cock (or between the other two) forms one.

i What is claimed as new is i 1. In a pneumaticblocksystem for rail.- ways, a track; a semaphore; a double acting motor connected thereto; amain for air pressure; and connections between the opposite ends of said motor and the manu 1ncludinga vehiclecontrolled valve adjacent the track for admitting fluid pressure to opposite sides of the motor through said connections and sets of automatic control valves interposed in the connections and between which the aforesaid valve is arranged so as to admit fluid to either. 1

2 In a pneumatic block system for railways; a track; a semaphore; a double act- ..ng motor connected thereto; a supply main;

and opposite ends of the connections between said main and'motor, including a valve operative by movement of a vehicle in one direction to permit setting of a semaphore and by reverse movement to take down a semaphore.

3. In a pneumatic block system for railways; a track; a semaphore; a double acting motor connected thereto; a supply main; and connections between said main and opposite ends of the motor, including a valve operative by movenilcnt of a vehicle in one direction, to permit setting of a semaphore and reverse movement to take down a semaphore.

4. In a pneumatic block system for railways; a track; a line of semaphores; a double acting motor for each semaphore; a sup ply main; connections between said main and the motors, and vehicle controlled means for setting semaphores in one coordinate relation in pair when operated by a vehicle moving in one directionand for reversing the position of the same pair.

In a pneumatic block system for rail ways; a track; a line of semaphores; a pneuma-in; connections between said main and the motors, and vehicle actuated valves for admitting pressure fromthe supply means to said'connections for setting semaphores in one coordinate relation in pair when operated by a vehicle moving in one direction and for reversing the position of the same pair. a r

6. In a pneumatic block system for railways; a line of semaphores; a pneumatic. double acting motorfor each semaphore; a supply main, connections between said main and each motor, including successive train actuated valves for simultaneously. reversing semaphores of a respective pair in the direction of movement of a vehicle on the railway and a pair of auxiliary, yieldablevalves coordinate to eachmain valve and to either of which auxiliary valves of a pair fluid is servedby the relative main valve.

7. In a pneumatic block system for railways; a line of semaphoresja motor for each semaphore; a constant pressure air supply main, connections between said main phores one for each direction of vehicle travel, a meter for each. semaphore; two

cock is open to return said piston, and control the pressure in the motor line from the casing.

19. In a pneumatic railway signal system, a main for fluid pres-sure; a signal member and a pneumatic motor therefor; a valve casing disposed adjacent a track and connected to said motor; a main cock controlling flow to the motor; vehicle controlled means for throwing said cock to opposite position to secure double actuation of the motor, vehicle controlled valves for establishing communication between the cock and motor, and pneumatically controlled mcans controlling communication be tween said cock and valves.

20. In a pneumatic railway signal system, a main for fluid pressure; a signal member and a pneumatic motor therefor; a valve casing disposed adjacent a track and connected to said motor; a main cock controllingiflow to the motor; vehicle controlled means for throwing said cock to opposite position to secure double actuation of the motor, vehicle controlled valves for establishing communication between the cock and motor and pneumatically controlled means controlling communication between said cock and valves and for reducing pressure between said valves and the motor.

21. In a pneumatic railway signal system, a main for fluid pressure; a signal member and a pneumatic motor therefor; a

valve casing disposed adjacent a track and connected to said motor; a main cock controlling flow to the motor; vehicle controlled means for throwing said cock to opposite position to secure double actuation of the motor vehicle controlled valves for establishing communication between the cock and motor, and pneumatically controlled means controllin communication between said cock and va ves and means controlled by said valves for closing the cook.

22. In a pneumatic railway signal system a main for fluid pressure; a signal member and a pneumatic motor therefor; a valve casing disposed adjacent a track and connected to said motor; a main cock controlling flow to the motor; vehicle controlled means for throwing said cock to opposite position to secure double actuation of the motor, vehicle controlled valves for establishing communication between the cock and motor and pneumatically controlled means controlling communication between said cock and valves, and means for reducing back pressure against said valves prior to the action of said pneumatic means.

In testimony whereof I affix my signature in presence of two witnesses.

FRED D. ROBB.

Witnesses: I

CI-IAs. H. BAUMAN, ELEANOR M. FOWLER.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

